Independent driving steering wheel suspension mechanism



INDEPENDENT DRIVING STEERING WHEEL SUSPENSION MECHANISM 4 Sheets-Sheet l Filed Oct. 6, 1959 .ldl

VIN 0r www m mi? V d Jan. 29, 1963 M. A. oRDoRlcA ETAL 3,075,600

INDEPENDENT DRIVING STEERING WHEEL sUsPENsIoN MECHANISN Filed Oct. 6, 1959 4 Sheets-Sheet 2 Jan. 29, 1963 M. A. oRDoRlcA ETAL 3,075,600

INDEPENDENT DRIVING STEERING WHEEL SUSPENSION MECHANISN Filed Oct. 6, 1959 4 Sheets-Sheet 3 i INI/mrow.

Jan. 29, 1963 M. A. oRDoRlcA ETAL 3,075,600

INDEPENDENT DRIVING STEERING WHEEL SUSPENSION NEcHANIsM Filed Oct. 6, 1959 4 Sheets-Sheet 4 q JV . //4z /f-s AP f 4i v i ,if I IZ ,5v A

' 14j I (I t Q ff Xa if J4 M# el /sz WON United States Patent Gil Bfid@ Patented dan. 29, i963 ice 3,6756@ ENBEFENDENT DRU/ENG lEEERiNQ WHEEL SUSPENl/QN lvlEQielANlSlt/i Miguel A, rdorica, Lamberti/ille, Mieli., and Lamont A.

Sadrnus, Toledo, Ghia, assignors to Willys Motors,

Enc., a corporation oi Pennsylvania Filed Het. 6, 195%, Ser. No. 344,706 7 Claims. (Si. lelie-43) This invention relates generally to automotive vehicles and more particularly to an independent wheel suspension mechanism for an automotive vehicle.

The independent wheel suspension mechanism of this invention provides for an elastic support of the vehicle frame on the road wheels without the intermediary of rigid axles. When a pair of wheels are mounted on a rigid axle, and one of them passes over a road obstacle, the axle executes a small angular movement in the vertical plane and both of the wheels simultaneously perforar angular movements of exactly the same magnitude. .With independent suspension, the movements of the two wheels are not thus interdependent.

it is an object of this invention, therefore, to provide an independent suspension mechanism which provides the desired stable support of the vehicle frame on the road wheels and is simple and economic l to manufacture and install.

A further object of this invention is to provide an independent suspension mechanism which includes a combination kingpin and shock absorber assembly that is attached to the wheel.

Another object ot this invention is to provide an independent suspension mechanism for an automotive vehicle which can be applied to driven and steerable wheels.

Further objects, features and advantages of this invention will become apparent from a consideration of the following description, the appended claims, and the accompanying drawing, in which:

FlGUiE l is a fragmentary front View of a portion of a vehicle provided with the independent suspension mechanism of this invention;

FiGURE 2 is a plan View o a portion or a vehicle provided with the independent suspension mechanism of this invention;

FEGURE 2A is a sectional view taken substantially along,l the line 21a-2A of FGURE 2;

FGURE 3 is an enlarged vertical sectional View looking substantially along the line 3*-3 in FEG. 2;

FiGUP-E 4 is a fragmentary sectional view showing the assembly of the independent suspension mechanism oi this invention with the drive structure for the wheel; and

FIGURE 5 is a plan view showing a pair of wheels provided with the independent suspension mechanism of this invention and connected by means of an anti-sway bar.

Yith reference to the drawing, tne wheel suspension mechanism of this invention, indicated generally at it?, is illustrated in EEG. l in a vehicle chassis l?, which includes a main trarne f1.4 supported on a plurality of wheels i6, only one oi which is shown. The chassis l?, includes a dirmterential housintr in which is 4supported on a pair of depending brackets 2d, only one oi which shown, carried by the frame lli. [in elongated shaft housing 2?. extends transversely of the trame lli and is mounted at its inner end, by means o a ball and socket joint 2li, on the housing i8. At its opposite end, the shaft housing 2 is connected by means of a ball and socket ioint 2o to the spindle 28 which rotatably supports the wheel lo.

The ball and socket joint 2d is formed by shaping the end 3d of the tubular housing 2?, so that it is of a partial ball shape. Disposed about the ball-shape housing end is a socket whic.; consists of a pair or socket members 32 and 3d which extend about the end 3l) and are secured together so as to form a fluid-tight ball and socket joint A steering knuckle 36, which is formed as an integral part of the socket member 3d, supports the spindle ZS. Bolts 3d extend through a brake backing plate dit, a liange i2 on the spindle 38, and into the socket member 3d for mounting the backing plate it? and the spindle 2li on the steering knuckle 36.

The wheel lo is driven by an elongated drive shaft lid which is enclosed within the tubular housing El?, and is connected at its inner end by a universal joint, disposed Within the joint 2li, to the differential drive structure within the housing 1S. At its opposite end, the drive shaft 4a is connected by a universal joint de to a stub shaft 43 which is rotatably supported in the spindle 2S and is connected at its outer end to the wheel le. Sp bearings Si? rotatably support the wheel i6 on the spindle 2 so that when the drive shaft df, is rotated, the wheel lo is rotated about a tubular portion Si of the spindle -(PEG. 4).

The knuckle 35 has an inclined plate portieri 52 disposed above the ball and socket joint 2o and a plate member 54 (FG. 3) is mounted by means of a ball ioint 56 on the upper end of an upwardly and outwardly inclined frame member 58 which constitutes a part of the main frame l2. The plate member 5d has a downwardly extending reduced diameter extension 5% which is threaded into the upper end of a tubular plunger member atl. A head 62, which has an axially disposed opening di; is threaded into the lower end of the tubular plunger meniber dit.

A tubular cylinder member 6e, which is telescoped onto the lower end of the plunger till, carries a bearing and stop member 68 at its upper end which guidably supports the plunger dit and at its lower end is threaded into a sleeve 76 on a iiat plate 71 which is secured, as by bolts 72, to the plate portion 52 of the knuckle 3d. The tubular plunger di) telescopes within the cylinder to a limit position in one direction in which the plunger head o2 engages a stop disk 7d secured to the top side oi the knuckle plate portion 52 and in the other direction to a stop position in which a bearing sleeve 76 mounted on the plunger 6u at a position adjacent the head 62, engages the bearing stop ed at the upper end of the cylinder o5. A flexible accordion-type boot 73 is secured to and extends between the plate member 54 and the upper end of the cylinder 66 for keeping dirt and the like out of contact with the plunger titl. A coiled compression spring is positioned around the plunger 6u and cylinder ed, which constitute a telescoping plunger and cylinder assembly d2, and extends between the plates 52 and 54 for urging them in directions away from each other.

It can thus be seen that a portion of the frame ld is 'supported on the upper end of the assembly 82 which is in turn carried by the wheel spindle 2S. Consequently, during movement of the frame ld over the ground surface, when the wheel i6 travels over ground irregularities causing it to move upwardly, the spring 3b is cornpressed to resist and limit the upward movement of the wheel i6. The cylinder is approximately hair illed with a fluid such as oil some of which is forced upwardly in the cylinder through the opening ed iu the plunger head 62 during compression of the spring Sil to thereby exert a dampening action on the spring Sil. After the wheel i6 has passed over the irregularity, the spring Se expands and this expansion is also dampened by the plunger and cylinder assembly 82.

During steering of the wheel 16, the knuckle 36 is moved, by means such as the steering link $4 shown in FIG. 2, which is pivotally connected at one end to the knuckle 36, so that the spindle 28 is rotated about the aoraeoo ball and socket joint 26, and during such movement the plate member 54 may pivot about the ball 56. To assist the spring Sil' and the plunger and cylinder assembly S2 in dampening movement of the wheel ld, a torsion bar 9i? may be secured at one end to a bracket 92 rigidly attached to the shaft housing 22;. The bar 9d extends forwardly from the bracket 92 and is bent so that a portion 91 thereof extends transversely of the frame 14 through a guide bracket 911i mounted on the frame 14 on the same side of the vehicle as the wheel 16. The portion 91 terminates in a vertically extending portion 96 disposed in an opening 98 in a bracket lit@ carried by the frame 14 on the opposite side of the vehicle. During up and down movement of wheel 16, the torsion bar 90 is twisted and its resistance to twisting provides the necessary resistance to wheel movement. The torsion bar dit also performs the essential function of guiding the up and down movement of the shaft housing 22 and confines the movement of the shaft housing 22, during up `and down movement of the wheel 16, to an arc having its center at the portion 91 of the bar which extends transversely of the vehicle.

An anti-sway bar 102 which provides a continuous connection between the wheels 16 may be provided in place of the torsion bar 99 (FIG. 5). The bar 102 is secured at its ends to brackets fue, like the brackets 92, mounted on the shaft housings 22 for the wheels 16 on transversely opposite sides of the vehicle. The anti-sway bar 102 thus performs the essential function of guiding the up and down movement of the wheel 16 and, in addition, provides for concurrent movement of the wheels 16. In other words, if a road irregularity causes upward movement of one of the wheels i6, this upward movement is partially transmitted by the anti-sway bar 132 to the other wheel l to thereby tend to return the frame la to a level position and reduce sWay of the vehicle body.

As shown in FIG. 3, a line 101 which extends axially of the cylinder assembly 82 intersects the axis of the ball 56 and the center w3 of the universal joint 46 which is also the center of the ball and socket joint 26. Since the knuckle 36 is at all times in the same position relative to the line itil, andthe position of the wheel 16 is xed with respect to the knuckle 36, the position of the line 101 determines the position of the wheel ld. It is desirable during up and down movement of a wheel 16 when the vehicle moves over rough terrain, to have the wheel 16 maintain a -substantially vertical position since movement of the wheel about a horizontal axis perpendicular to the wheel axis results in scuing of the tire. For example, if the wheel le moves up and down about the joint 24 it will move through a substantial angle. The inclusion of the cylinder assembly 82, which functions as a combination kingpin and shock absorber assembly, in the wheel suspension mechanism 2i) provides for only slight angular movement of the wheel le during up and down travel.

For example, if the wheel le moves downwardly a distance such that the point f6.3 is moved to the point 105, the housing Z2 has been moved through the angle A but the wheel le has only been moved through the angle B. When the wheel 1d is moved upwardly to move the point idf to the point ldd, the housing 22 is moved through the angle C but the wheel 16 is only moved through the angle D.

Although the invention has been described with respect to a preferred embodiment thereof, it is to be understood that it is not to be so limited, since changes can be made therein which are Within the scope of the invention as defined by the appended claims.

What is claimed is:

l. In a self-propelled steerable vehicle having a main frame and a plurality of ground wheels, an independent suspension mechanism for at least one of said wheels to be steered comprising a shaft housing extending transversely of the vehicle and pivotally supported at its inner end on the main frame for up and down swinging movement and operatively associated with said one of said wheels for determining its up and down swinging movement, a spindle rotatably supporting said wheel and connected to the outer end of said housing for universal movement relative thereto, a knuckle connected to said spindle, a plate secured by means including a ball and socket joint to said frame at a position above said knuckle, telescoping means connected to and extending between said knuckle and said plate, compression spring means extending between said knuckle and said plate and positioned about said telescoping means, a stabilizer member mounted on said frame and connected to said housing for preventing substantial swinging of said housing fore and aft of the vehicle, and a drive shaft for said wheel disposed in said housing.

2. In a self-propelled steerable vehicle having a main frame and a plurality of ground wheels, an independent suspension mechanism for at least one of said wheels to be steered comprising a shaft housing extending transversely of the vehicle and pivotally supported at its inner end on the main frame for up and down swinging movement, a spindle rotatably supporting said wheel and connected to the outer end of said housing for universal movement relative thereto, a knuckle connected to said spindle, a plate secured by means including a ball and socket joint to said frame at a position above said knuckle, telescoping means connected to and extending between said knuckle and said plate, compression spring means extending between said knuckle and said plate, a torsion kbar secured at one end to said housing and extending from said one end rst longitudinally and then transversely of the vehicle and attached adjacent its opposite end to said main frame for resisting up and down wheel movement and preventing substantial swinging of said housing fore and aft of the vehicle, and a drive shaft for said wheel disposed in said housing.

3. In a self-propelled vehicle having a main frame and a plurality of ground wheels for supporting said frame, mechanism for mounting one of said wheels on said frame comprising a drive shaft extending transversely of said frame and drivingly connected to said wheel, a housing Ifor said drive shaft pivotally supported at its inner end on said frame for up and down movement and operatively -associated with said one of said wheels for determining its up and down swinging movement, a spindle rotatably supporting said wheel, a ball and socket joint connecting said spindle to said housing, means including a universal joint disposed at the center of said ball and socket joint for transmitting rotary motion from said drive shaft to said wheel, combination kingpin and shock absorber means connected at the lower end thereof to said ball and socket joint and said spindle, said means including inner `and outer telescoping tubular members the inner one of which constitutes a plunger and is guidably supported in the outer member and a spring member positioned about said telescoping members and operatively associated with said members :so as to yieldably resist movement of the inner member in a direction into the outer member, and ball joint means connecting the upper end of said combination kingpin and shock absorber means to said frame so that the axis of said combination kingpin and shock absorber means intersects said ball joint and said universal joint.

4. ln a self-propelled steerable vehicle having a main frame and a plurality of ground wheels, an independent suspension mechanism for at least one of said wheels to be steered comprising a shaft housing extending transversely of the vehicle and pivotally supported at its inner end on the main frame for up and down swinging movement and operatively associated with said one of said wheels for determining its up and down swinging movement, a spindle rotatably supporting said wheel and connected to the outer end of said housing for universal movement relative thereto, a knuckle connected to said spindle, a plate secured by means including a ball and socket joint to said frame at a position above said knuckle, a plunger and cylinder assembly connected to and extending between said plate and said knuckle, said assembly comprising a tubular plunger having a head provided with a restricted opening and a uid containing cylinder telescoped about said plunger and guidably supported thereon, a compression spring positioned about said plunger and cylinder assembly and extending between said knuckle and said plate, a stabilizer member mounted on said frame and connected to said housing for preventing substantial swinging of said housing fore and aft of the vehicle, and a drive shaft for said wheel disposed in said housing.

5. In a self-propelled steerable vehicle having a main frame and a plurality of ground wheels, an independent suspension mechanism for a transversely opposite pair of said wheels comprising separate drive shaft means for said wheels, a shaft housing extending transversely of the vehicle and pivotally supported at its inner end on the main frame for up and down swinging movement for each of said wheels, a spindle rotatably supporting each of said wheels and connected to the outer end of the corresponding housing for universal movement relative thereto, a knuckle connected to each spindle, combination spring and spring dampener means connected to and extending between each said knuckle and said frame at a position above said knuckle, and an anti-sway bar connected at its ends to said housings adjacent said wheels and having end portions extending longitudinally of the vehicle and an intermediate portion extending transversely of the vehicle.

6. In a self-propelled steerable vehicle having a main frame and a plurality of ground wheels, an independent suspension mechanism for a transversely opposite pair of said wheels comprising a separate drive shaft means for said wheels, a shaft housing extending transversely of the vehicle and pivotally supported at its inner end on the main frame for up and down swinging movement for each of said wheels, a spindle rotatably supporting each of said wheels and connected to the outer end of the corresponding housing for universal movement relative thereto, a knuckle connected to each spindle, combination spring and spring dampener means connected to and extending between each said knuckle and said frame at a position above said knuckle, and a torsion bar for each of said Wheels connected at one end to the shaft housing for that wheel and xed at the opposite end to said main frame for resisting up and down wheel movement and for preventing substantial fore and aft swinging of said shaft housing with which it is individual, each said bar having a rst portion extending transversely of the main frame and a second portion extending longitudinally of the main frame.

7. In a self-propelled steerable vehicle having a main frame ad a plurality of ground Wheels, an independent `suspension mechanism for each of a pair of wheels disposed on opposite sides of the vehicle comprising a first control arm extending transversely of the vehicle with its outer end secured to one of said pair of wheels and being pivotally supported at its inner end on the main frame for up-and-down swinging movement, a second control arm extending transversely of the vehicle with its outer end secured to the other of said pair of wheels and being pivotally supported at its inner end on the main frame for up-and-down swinging movement, and a first torsion bar having a longitudinally extending portion having a free end secured to said rst control arm at a point located outwardly from said pivotally supported inner end of said iirst control arm and having a transversely extending portion terminating in a vertically extending portion immovably secured to said main frame whereby said first torsion bar resists up-and-down movement and prevents substantial tore-and-aft motion of said one of said wheels, Vand a second torsion bar having a longitudinally extending portion having a free end secured to said second control arm at a point located outwardly from said pivotally supported inner end of lsaid second control arm and having a transversely extending portion terminating in a vertically extending portion with -said vertically extending portion immovably secured to said main frame whereby said second torsion bar resists up-and-down movement and prevents substantial fore-and-aft motion of said other of said wheels.

References Cited in the le of this patent UNITED STATES PATENTS 1,711,881 Fornaca May 7, 1929 2,164,838 Porsche July 4, 1939 2,212,453 Perkins Aug. 20, 1940 2,220,254 Maier Nov. 5, 1940' 2,245,809 Olley .Tune 17, 1941 2,254,325 Slack Sept. 2, 1941 2,624,592 MacPherson Ian. 6, 1953 2,637,592 Karlby May 5, 1953 2,660,449 MacPherson Nov. 24, 1953 2,730,375 Reimspiess et al. Jan. 10, 1956 FOREIGN PATENTS 749,374 Germany Sept. 13, 1944 

1. IN A SELF-PROPELLED STEERABLE VEHICLE HAVING A MAIN FRAME AND A PLURALITY OF GROUND WHEELS, AN INDEPENDENT SUSPENSION MECHANISM FOR AT LEAST ONE OF SAID WHEELS TO BE STEERED COMPRISING A SHAFT HOUSING EXTENDING TRANSVERSELY OF THE VEHICLE AND PIVOTALLY SUPPORTED AT ITS INNER END ON THE MAIN FRAME FOR UP AND DOWN SWINGING MOVEMENT AND OPERATIVELY ASSOCIATED WITH SAID ONE OF SAID WHEELS FOR DETERMINING ITS UP AND DOWN SWINGING MOVEMENT, A SPINDLE ROTATABLY SUPPORTING SAID WHEEL AND CONNECTED TO THE OUTER END OF SAID HOUSING FOR UNIVERSAL MOVEMENT RELATIVE THERETO, A KNUCKLE CONNECTED TO SAID SPINDLE, A PLATE SECURED BY MEANS INCLUDING A BALL AND 